A front suspension assembly of a vehicle

Abstract

ABSTRACT A FRONT SUSPENSION ASSEMBLY OF A VEHICLE The present disclosure envisages a front suspension assembly (200). The vehicle includes a front subframe (140) and a steering rack (150) mounted on the front side (F). The assembly (200) comprises steering knuckles (116A, 116B) operatively connected to the steering rack (150) via tie rods (102A, 102B), each defining a virtual kingpin axis (K1, K2). Telescopic struts (115A, 115B) connect the knuckles to the vehicle structure. A split lower control arm is formed by first link arms (112A, 112B) and second link arms (114A, 114B), each pivotally mounted on respective hardpoints (105A, 105B, 106A, 106B) of the front subframe (140) and coupled to the steering knuckles ball joints (111A, 111B, 113A, 113B). Control arm axes (C1, C2) intersect kingpin axes to define instantaneous centers (W1, W2) that dynamically shift based on steering input, optimizing steering response and reducing TCD.

Description

FIELDThe present disclosure relates to a front suspension assembly of a vehicle. Morespecifically, the present disclosure relates to a front suspension architecture withlower control arms for a sports utility vehicle (SUV).DEFINITIONIndependent Lower Control Arm (iLCA) or intelligent link (iLINK): the termiLCA or iLINK stands for independent lower control arm or intelligent link. It refersto a specific type of suspension component used in vehicles, particularly in thecontext of front suspension systems. The iLCA configuration is part of a split-linkarchitecture, where each split lower control arms are configured to functionindependently for each wheel, which provides greater flexibility and control overthe wheel's movement during various driving conditions.McPherson strut suspension architecture: A McPherson strut suspension is anindependent suspension system that combines a coil spring, damper, and structuralstrut into a single unit. It features at least one lower control arm that connects thesteering knuckle to the vehicle subframe.Kingpin axis: The kingpin axis is an imaginary axis that passes through the upperand lower pivot points of a vehicle's steering system, about which the wheelassembly pivots during steering. In the front suspension assembly, particularly in aMcPherson strut configuration, the virtual kingpin axis is dynamically defined bythe mounting interfaces of the strut, steering knuckle, and lower control arms.Instantaneous Center: The instantaneous center (IC), also known as the instantcenter of rotation, is a dynamically shifting point of rotation at which a link orcomponent in a mechanical system experiences zero velocity at a given instant. Inthe context of vehicle suspension and steering systems, the instantaneous center isthe point around which a wheel or linkage effectively rotates at a specific moment.The position of the instantaneous center varies dynamically based on the movementof suspension components, which influences parameters such as wheel camber,steering geometry, and overall vehicle handling characteristics.BACKGROUNDThe background information herein below relates to the present disclosure but isnot necessarily prior art.The front suspension assembly of a vehicle plays a pivotal role in determining theride comfort, handling performance, and overall manoeuvrability. A keycomponent of this system is the lower control arm (LCA), which connects the wheelassembly to the vehicle's chassis or subframe. Over the years, variousconfigurations have been developed for LCAs to improve the performance of thesuspension system, such as stability, load distribution, structural durability, andpackaging efficiency. However, the conventional configuration of the LCA hassignificant limitations in terms of construction, assembly, and performance.Generally, a McPherson strut suspension system is configured with a single lowercontrol arm (LCA), which is constructed by welding sheet metal panels together.One end of the LCA is mounted to the front subframe (FSF) or chassis using tworubber bushes for articulation, while the other end is fitted to the knuckle of thewheel assembly via a ball joint. The ball joint allows pivoting motion, to facilitatesuspension articulation during dynamic conditions.While the McPherson strut suspension system with the single LCA is simple andcost-effective, it presents significant limitations in terms of ride and handling dueto the constrained flexibility in positioning the hardpoints of the LCA. The ball jointplacement and the rearward positioning of the steering tie rod on the FSF contributeto suboptimal steering behaviour, particularly toe-in during cornering, leading toundesirable oversteer tendencies. Further, the turning circle diameter (TCD) ofvehicles using the conventional single LCA configuration, with a wheelbase ofapproximately 3,000 mm, is around 12 meters, which compromises vehiclemanoeuvrability, especially in urban or tight spaces.Additionally, in some vehicles, the weight distribution is more biased toward therear, which affects the understeer gradient. The understeer gradient is a measure ofhow much the vehicle resists turning when subjected to a steering input. When theundersteer gradient is not achieved, the vehicle tends to oversteer, causing it to steermore than the input given by the driver. To compensate for this inherent, oversteertendency, the steering rack is positioned at the front of the vehicle's front wheelcenter. However, this positioning reduces Ackermann geometry, which negativelyaffects steering precision and stability during cornering.To address the ride and handling limitations of the conventional single LCAconfiguration, a double wishbone suspension system was developed, which ischaracterized by a split LCA construction. The split LCA configuration utilizes fourlinks, two links at the top and two links at the bottom to form the front suspensionassembly, wherein the comfort link is positioned rearward, and the handling link isplaced frontward.While split LCA configuration enhances ride and handling characteristics bydistributing the suspension loads across multiple links, such kind of four-linkconstruction is complex and requires additional packaging space, whilst the loadsfrom the suspension articulation due to road undulations are taken up and shared bythese four links. Hence, such kind of the conventional four-link double wishbonetype of construction is costly, complex in construction, and assembly as well.Further, the packaging requirements for these four links demand larger space, andthus, it tends to increase assembly time and manufacturing costs. Therefore, thevehicles utilizing the conventional split LCA or the double wishbone suspensionconfiguration with a wheelbase of about 2.9m, exhibit a TCD of approximately 12.2meters, which further exacerbates manoeuvrability challenges as compared to thesingle LCA configuration.Further, to overcome the drawbacks of the above two conventional configurations.i.e., the McPherson strut configuration and the double-wishbone configuration ofthe LCA, a hybrid approach was developed, which employs a split two-link LCAconfiguration in a McPherson strut suspension system. In this configuration, acomfort link is positioned frontward, and a handling link is placed rearward. Thecomfort link placed forward might negatively impact front end crash load path. Thiswill deteriorate crash safety of the vehicle. While the above mentioned split two-linkLCA configuration offers a compact suspension configuration, however, it hasseveral drawbacks. The integration of ball joints in the links increases overall costsand renders them non-serviceable, which mandates entire link replacement in theevent of ball joint failure. The vehicles utilizing the split two-link LCAconfiguration with a wheelbase of about 2.8m, exhibit a TCD of around 12 meters,which limits manoeuvrability and fails to achieve the desired improvement over theother configurations.Overall, the conventional configuration of the LCA exhibits several drawbacks,including limited flexibility in hardpoint positioning, inefficient packaging, reducedstructural durability, comparatively high TCD, and suboptimal NVH performance.Therefore, there is a need for a front suspension assembly of a vehicle that alleviatesthe aforementioned drawbacks.OBJECTSSome of the objects of the present disclosure, which at least one embodiment hereinsatisfies, are as follows:It is an object of the present disclosure to ameliorate one or more problems of theprior art or to at least provide a useful alternative.An object of the present disclosure is to provide a front suspension assembly of avehicle with lower control arms that optimizes hardpoint placement.Another object of the present disclosure is to provide a front suspension assemblywith lower control arms that minimizes the turning circle diameter (TCD).Still another object of the present disclosure is to provide a front suspensionassembly that enhances structural durability.Yet another object of the present disclosure is to provide a front suspensionassembly that improves packaging efficiency.Still another object of the present disclosure is to provide a front suspensionassembly that reduces NVH (Noise, Vibration, and Harshness) levels and improvesperformance.Yet another object of the present disclosure is to provide a front suspensionassembly that provides serviceable components.Still another object of the present disclosure is to provide a front suspensionassembly that simplifies manufacturing and assembly.Yet another object of the present disclosure is to provide a front suspensionassembly that improves handling dynamics.Still another object of the present disclosure is to provide a front suspensionassembly that enhances component load distribution.Other objects and advantages of the present disclosure will be more apparent fromthe following description, which is not intended to limit the scope of the presentdisclosure.SUMMARYThe present disclosure envisages a front suspension assembly of a vehicle. Thevehicle comprises a front subframe (FSF) mounted on a vehicle chassis, and asteering rack positioned at the front side (F) of the vehicle and mounted on the frontsubframe. The steering rack is configured to convert a steering input in lateralmovement of tie rods, wherein the suspension assembly is configured to optimizesteering geometry and reduce the turning circle diameter (TCD). The frontsuspension assembly comprises a pair of steering knuckles, a pair of telescopicstruts, and a split lower control arm configuration. Each of the steering knuckles isconfigured to be pivotally coupled to a respective front wheel and operativelyconnected to the steering rack via the tie rods. Each of the steering knuckles definesa virtual kingpin axis about which the steering knuckles pivot. Each of thetelescopic struts has an operative upper end configured to be coupled with anoperative section of the vehicle structure and an operative lower end configured tobe mounted on a predefined mounting interface of the corresponding steeringknuckle. The split lower control arm configuration has a pair of first link arms anda pair of second link arms. The split lower control arm is configured to be pivotallymounted between the front subframe and the corresponding steering knuckles. Eachof the first link arms and each of the second link arms defines a control arm axis.An instantaneous centre is defined by the intersection of each of the control armaxes with each of the kingpin axes, which dynamically shifts in response to thesteering input to alter the steering geometry and reduce the turning circle diameter(TCD).In an embodiment, each of the steering knuckles includes first knuckle hardpointsand second knuckle hardpoints. First end of each of the first link arms areconfigured to be pivotally mounted on corresponding first sub-frame hardpoints andfirst end of each of the second link arms are configured to be pivotally mounted oncorresponding second sub-frame hardpoints of the subframe.In an embodiment, second end of each of the first link arms are configured to becoupled to an operative section of the corresponding steering knuckles via first balljoints at the first knuckle hardpoints and second end of each of the second link armsare configured to be coupled with the corresponding steering knuckles via secondball joints at the second knuckle hardpoints. The control arm axis extends throughthe centers of their respective the first sub-frame hardpoints, the first knucklehardpoints, the second sub-frame hardpoints, and the second knuckle hardpoints.In an embodiment, the first ball joint is integral with the first link arm, and thesecond ball joint is assembled in the steering knuckle to pivotally mount the secondlink arm, thereby facilitating independent articulation of the first link arm and thesecond link arm.In an embodiment, the shifting of the instantaneous center along the control armaxis varies the knuckle arm length between the center of tie-rods and the virtualkingpin axis. The knuckle arm length dynamically varies as the steering knucklepivots about the virtual kingpin axis in response to steering input. The variation inthe knuckle arm length dynamically adjusts the Ackerman geometry by altering therelative steering angles of the inner and outer front wheels relative to the turningradius. The dynamic adjustment in Ackerman geometry increases the differentialsteering angle between the inner and outer front wheels, thereby generating acontrolled toe-out effect during cornering to achieve a turning circle diameter(TCD) of less than 10 m.In an embodiment, the split lower control arm configuration and the positioning ofthe virtual kingpin axis dynamically vary the knuckle arm length. The variation inknuckle arm length changes the mechanical advantage of the steering linkage toreduce the steering torque required to pivot the steering knuckle about the virtualkingpin axis, and wherein the variation in the knuckle arm length increases theAckermann percentage to reduce the turning circle diameter, thereby facilitatingmanoeuvrability for vehicles having a gross weight of 2.9 tonnes or higher whilemaintaining the required steering response and directional stability.In an embodiment, the first link arm is configured as a handling link, the first linkarm is positioned rearward of the steering rack and the second link arm is configuredas a comfort link, the second link arm is positioned rearward of the first link arm.In an embodiment, the knuckle arm length varies dynamically as the steeringknuckle pivots about the virtual kingpin axis in response to steering input. Thevariation controls the relative angular displacement between the inner and outerfront wheels for maintaining the Ackerman steering geometry to facilitateprogressive steering response and directional stability.In an embodiment, the shifting of the instantaneous center along the control armaxis causes a corresponding adjustment in the inclination of the virtual kingpin axis.The adjustment regulates the effective knuckle arm length, thereby maintaining apredetermined Ackerman steering percentage to maintain consistent corneringcharacteristics.In an embodiment, the forward-mounted steering rack induces toe-outcharacteristics during cornering, wherein the relative positioning of the first subframehardpoints, the first knuckle hardpoints and the second sub-frame hardpoints,the second knuckle hardpoints is configured to maintain Ackerman geometry.In an embodiment, the split lower control arm configuration is configured such thatthe first link arm and the second link arm define a controlled pivoting angulardisplacement about their respective the first sub-frame hardpoints, the first knucklehardpoints and the second sub-frame hardpoints, the second knuckle hardpoints inresponse to a longitudinal force acting on the wheel or tire contact patch. Theangular displacement of the first link arm and the second link arm allows the wheelcenter to shift rearward, thereby reducing the transmission of impact forces to thevehicle structure. The relative movement between the first link arm and the secondlink arm enables gradual force absorption, thereby mitigating the effect of roadirregularities. The controlled pivoting angular displacement of the lower controlarms maintains the stability of the suspension geometry, thereby preventing abruptload variations on suspension components.In an embodiment, the controlled pivoting angular displacement of the first link armand the second link arm in response to a longitudinal force acting on the wheel ortire contact patch causes a rearward displacement of the wheel center. The rearwarddisplacement of the wheel center results in a dynamic adjustment of the wheelrecess within the wheel arch under vertical loading conditions and the suspensiongeometry regulates the turning circle diameter (TCD) by maintaining the requiredsteering angles during wheel displacement.In an embodiment, the suspension assembly is a McPherson-type configuration.The telescopic struts are configured as a structural load-bearing member, to provideboth damping and lateral support to the steering knuckle. The upper end of thetelescopic strut is mounted to a hardpoint on the vehicle body to allow articulatedmovement of the steering knuckle about the kingpin axis. The first link arm and thesecond link arm collectively define a lower guiding mechanism for the steeringknuckle, wherein their pivoting angular displacement facilitates controlledvariation of the instantaneous center, thereby reducing the turning circle diameter(TCD).In an embodiment, the first ball joint has a diameter in the range of 30 mm to 33mm.In an embodiment, the second ball joint has a diameter in the range of 34 mm to 36mm.In an embodiment, the distance between the centre of the first ball joint and thesecond ball joint is in the range of 40 mm to 100 mm.BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGSThe front suspension assembly of the vehicle, of the present disclosure will now bedescribed with the help of the accompanying drawing in which:Figure 1 (prior art) illustrates the positioning of the steering tie rod on the rearwardson the Front subframe (FSF) of a conventional suspension system.Figure 2 illustrates an isometric view of the front corner module sub-assembly(knuckle and lower control arm), depicting the single LCA coupled to the knuckleof Figure 1.Figure 3 illustrates the conventional single LCA construction of Figure 1.Figure 4 (prior art) illustrates the isometric view of the front axle of anotherconventional suspension system.Figure 5 illustrates the front corner module subsystem (knuckle and split links) ofFigure 4, wherein the four-front suspension LCA links form the front suspension.Figure 6 (prior art) illustrates the isometric view of the conventional frontsuspension system in which the comfort link is placed towards the front of thevehicle, and the steering tie rod and the stab bar assembly are also placed at thefront of the vehicle.Figure 7A illustrates an isometric view of the left-side sub-front corner moduleassembly of Figure 6 (knuckle and split links).Figure 7B illustrates an isometric view of the right-side sub-front corner moduleassembly of Figure 6 (knuckle and split links).Figure 8 illustrates a front suspension assembly using a McPherson strutconfiguration with a split two-link lower control arms arrangement in accordancewith the present disclosure.Figure 9A illustrates the isometric view of the left-side front sub-assembly of theiLCA type of front suspension assembly of Figure 8 in accordance with the presentdisclosure.Figure 9B illustrates the isometric view of the right-side front sub-assembly of theiLCA type of front suspension assembly of Figure 8 in accordance with the presentdisclosure.Figures 10A-10B illustrate a comparison of the forward placement of the steeringrack of Figure 8 in accordance with the present disclosure and the rear-mountedsteering rack of the conventional suspension system.Figure 11 illustrates a top view of the proposed suspension assembly depictingformation of virtual intersection point by first link arm and second link arm inaccordance with the present disclosure.Figure 12 illustrates the knuckle arm length in rear view and side view of the frontsuspension assembly and the king pin axis inclination in accordance with thepresent disclosure.Figure 13 illustrates dynamic variation in knuckle arm lengths to achieve a lowturning circle diameter (TCD) in accordance with the present disclosure.Figure 14 illustrates a graphical comparison of the longitudinal travel of the wheelsduring bump events with the proposed suspension assembly having iLCAconfiguration and the conventional suspension system with solid LCAconfiguration.LIST OF REFERENCE NUMERALS20 First conventional front suspension system12 Stab bar assembly of the first conventional front suspension system14 Lower control arm (LCA) of the first conventional front suspension system14A Ball joint14B Front inner bush14C Rear inner bush16 Knuckle of the first conventional front suspension system18 Steering tie rod of the first conventional front suspension system22 Chassis / front subframe54 Second conventional front suspension system42 Stab bar of the second conventional front suspension system44 Steering tie rod of the second conventional front suspension system46 Double-wishbone or upper links of the second conv. front suspensionsystem48A Knuckle LH of the second conventional front suspension system48B Knuckle RH of the second conventional front suspension system50A Handling link LH of the second conventional front suspension system50B Handling link RH of the second conventional front suspension system52A Comfort link LH of the second conventional front suspension system52B Comfort link RH of the second conventional front suspension system84 Third conventional front suspension system70 Stab bar of the third conventional front suspension system72A Comfort link LH of the third conventional front suspension system72B Comfort link RH of the third conventional front suspension system74 Steering tie rod of the third conventional front suspension system80A Handling link LH of the third conventional front suspension system80B Handling link RH of the third conventional front suspension system81 Ball joint of the third conventional front suspension system82A Knuckle LH of the third conventional front suspension system82B Knuckle RH of the third conventional front suspension system86 Chassis / front sub frame of the third conventional front suspension system200 Front suspension assembly of the present disclosure102A, 102B Tie-rod105A, 105B Second sub-frame hardpoints106A, 160B First sub-frame hardpoints107A, 107B Second knuckle hardpoints108A, 108B First knuckle hardpoints109A, 109B Tie-rod hardpoints110A, 110B Hardpoints on the vehicle body111A, 111B First ball joint112A, 112B First link arm113A, 113B Second ball joint114A, 114B Second link arm115A, 115B Telescopic strut116A, 116B Steering knuckle140 Front sub-frame (FSF) of the present disclosure150 Steering rack160 Stabilizer barA1, A2 Knuckle arm lengthK1, K2 Virtual kingpin axisW1, W2 Instantaneous centerTCD Turning circle diameterF Front of the vehicleM Line depicting the assembly of the present disclosureN Line depicting the conventional system (single or solid LCA)DETAILED DESCRIPTIONThe present disclosure relates to a front suspension assembly of a vehicle. Morespecifically, the present disclosure relates to a front suspension architecture withlower control arms for a sports utility vehicle (SUV).Embodiments are provided so as to thoroughly and fully convey the scope of thepresent disclosure to the person skilled in the art. Numerous details are set forth,relating to specific components, and methods, to provide a complete understandingof embodiments of the present disclosure. It will be apparent to the person skilledin the art that the details provided in the embodiments should not be construed tolimit the scope of the present disclosure. In some embodiments, well-knownprocesses, well-known apparatus structures, and well-known techniques are notdescribed in detail.The terminology used, in the present disclosure, is only for the purpose ofexplaining a particular embodiment and such terminology shall not be consideredto limit the scope of the present disclosure. As used in the present disclosure, theforms "a," "an," and "the" may be intended to include the plural forms as well,unless the context clearly suggests otherwise. The terms "comprises," "comprising,""including," and "having," are open ended transitional phrases and thereforespecify the presence of stated features, elements, modules, units and / orcomponents, but do not forbid the presence or addition of one or more otherfeatures, elements, components, and / or groups thereof.Typically, the front suspension system (20) significantly influences a vehicle's ridecomfort, handling, and manoeuvrability. A crucial component of the suspensionsystem (20) is the lower control arm (LCA (14)), which links the knuckle (16) ofthe wheel assembly to the chassis (24) of the vehicle. Conventional LCA (14)configurations, including single and split configurations, exhibits limitations interms of performance, packaging, and durability.The McPherson strut suspension system (20) with the single LCA (14) is simpleand cost-effective, however, it presents significant limitations in terms of ride andhandling due to the constrained flexibility in positioning the hardpoints of the LCA(14). The placement of the ball joint (14A) and the rearward positioning of thesteering tie rod (18) on the FSF contribute to suboptimal steering behaviour,particularly toe-in during cornering, leading to undesirable oversteer tendencies.Further, the turning circle diameter (TCD) of vehicles using the single LCA (14)configuration, with a wheelbase of approximately 3,000 mm, is around 12 meters,which compromises vehicle manoeuvrability, especially in urban or tight spaces.Figure 1 illustrates the positioning of the steering tie rod (18) on the rearwards onthe Front subframe (FSF) of the conventional suspension system (20).Figure 2 illustrates an isometric view of the front corner module sub-assembly(knuckle (16) and the lower control arm (14)), depicting the single LCA (14)coupled to the knuckle (16) of Figure 1. The coupling is achieved through twobushes (14B, 14C), which connect the single LCA (14) to the front subframe (FSF)or chassis (24), as illustrated in Figure 2. The positioning of these two bushes (14B,14C) on the FSF forms the frame-side hardpoints, which are critical to optimize theride and handling characteristics of the vehicle. In the conventional single LCA (14)configuration, however, the flexibility in positioning these hardpoints at the frameend, along with the single ball joint (14A) hardpoint at the knuckle (16) end, issignificantly constrained. This limitation arises due to the inherent packagingconstraints and the single LCA (14) construction, which restricts the optimalplacement of these key hardpoints. Figure 3 illustrates the conventional single LCA(14) construction of Figure 1.To address the issues of the single LCA (14) configuration of the first suspensionsystem (20), a double-wishbone suspension system (40) with a split LCA wasdeveloped, which uses two upper (46) and two lower links i.e., a handling link (50A,50B) and a comfort link (52A, 52B) which are operatively mounted on a chassis(54). Figure 4 illustrates the isometric view of the front axle of another conventionalsuspension system (40). The handling link (50A, 50B) is placed forward of thevehicle, whereas the comfort link (52A, 52B) is placed rearward of the vehicle. Theball joint of the comfort link (52A, 52B) is integral part of the comfort link (52A,52B), whereas the ball joint of the handling link (50A, 50B) is fastened in theknuckle (48A, 48B) with the help of a pinch bolt. Figure 5 illustrates the front cornermodule subsystem of Figure 4 wherein the four-front suspension LCA links (50A,50B, 52A, 52B) and double wishbone links (46) form the conventional frontsuspension system (40). This configuration provides enhanced load distribution andimproved ride and handling. As the conventional suspension system (40) is of fourlinks construction (50A, 50B, 52A, 52B) with double wishbone (46) type of system(40), the packaging envelope is relatively larger, expensive, and complex assembly.Further, a front suspension system (84) was developed with a hybrid split two-linkLCA (72A, 72B, 80A, 80B), by combining the features of the McPherson strut andsplit configurations. Figure 6 (prior art) illustrates the isometric view of theconventional front suspension system (84) in which the comfort link (72A, 72B) isplaced towards the front of the vehicle and the steering tie rod (74) and the stab bar(70) is also placed at the front of the vehicle. The ball joint (81) for handling andcomfort links (80A, 80B, 72A, 72B) are integrated in the handling and comfort link(80A, 80B, 72A, 72B) respectively as shown in Figures 7A and 7B. While thehybrid split two-link LCA configuration provides a more compact suspension,however it introduces drawbacks, such as:- the comfort and handling link ball joints (81) are integrated in theirrespective links (72A, 72B, 80A, 80B), their total cost is relativelyexpensive as compared to non-integrated ball joint suspension links;- as both ball joints (81) are integrated in their respective links, they arenon-serviceable. Any ball joint concern or failure during the vehicle'sservice life will require replacement of the entire link;- furthermore, placement of the comfort link hardpoint at the front end ischallenging due to the presence of the stab bar (70) mounting andsteering rack (74) mounting at the front end itself, which constraints thepackaging space significantly, thereby also compromising thesuspension performance.To overcome the aforementioned drawbacks, the present disclosure envisages afront suspension assembly (200) of a vehicle with lower control arms or especiallyindependent lower control arms (iLCAs) (hereinafter referred to as iLCA's (112A,112B, 114A, 114B)).Embodiments, of the present disclosure, will now be described with reference tothe accompanying drawing.A front suspension assembly (200) of a vehicle, of the present disclosure, will nowbe described in detail with reference to Figure 8 through Figure 14.The present disclosure relates to the front suspension assembly (200) of a vehicleas illustrated in Figure 8. The front suspension assembly (200) is configured tooptimize steering geometry and minimize the turning circle diameter (TCD),thereby improving manoeuvrability and stability. The vehicle includes a frontsubframe (FSF) (140) and a steering assembly. The FSF (140) is configured to besecurely mounted on the vehicle chassis at a front side (F) and is configured to actas a framework for mounting the front suspension assembly (200), the steeringassembly, and drivetrain components. The FSF (140) defines multiple hardpointsi.e., first sub-frame hardpoints (106A, 106B), and second sub-frame hardpoints(105A, 105B) that facilitate the pivotal mounting of various components of the frontsuspension assembly (200) as illustrated in Figures 9A-9B and Figure 13. Further,the front subframe (FSF) (140) has a ladder frame structure having a left-side arm(145A) and a right-side arm (145B). Each of the hardpoints (105A, 106A) areconfigured to be positioned on the left-side arm (145A), while the hardpoints(105B, 106B) are configured to be positioned on the right-side arm (145B). Thefirst and second sub-frame hardpoints (105A, 106A, 105B, 106B) on the left andright arms (145A, 145B ) are arranged in a mirrored configuration.The steering assembly includes a steering rack (150) and a pair of tie rods (102A,102B). The steering rack (150) is positioned at the front side (F) of the vehicle andis configured to be mounted on the FSF (140). The steering rack (150) has a firstend and a second end. Each end of the steering rack is configured withcorresponding tie rods (102A, 102B). Each of the tie rods (102A, 102B) isconfigured to be movably connected to each of the front wheels by means of arespective knuckle (116A, 116B). The steering rack (150) is configured to translatea driver's steering input into lateral movement of tie rods (102A, 102B), therebycontrolling the manoeuvrability of the front wheels.In an embodiment, the tie rod (102A) is configured to be movably connected to theleft-hand front wheel via the respective knuckle (116A), while the tie rod (102B) isconfigured to be movably connected to the right-hand front wheel via the knuckle(116B).Further, the FSF (140) includes a stabilizer bar (160) having a first end and a secondend, which is configured to be mounted on the FSF (140). The first end of thestabilizer bar (160) is operatively connected to the left-side sub-assembly (200A),while the second end is operatively connected to the right-side sub-assembly(200B). The stabilizer bar (160) is mounted on the FSF (140) such that the first endis positioned between sub-frame hardpoints (105A, 106A) on the left-side arm(145A), and the second end is positioned between the sub-frame hardpoints (105B,106B) on the right-side arm (145B).Further, the front suspension assembly (200) comprises a left-side front subassembly(200A) as illustrated in Figure 9A and a right-side sub-assembly (200B)as illustrated in Figure 9B. The left-side front sub-assembly (200A) is configuredto be mounted on a left-side arm (145A) of the FSF (140), while the right-side subassembly(200B) is configured to be mounted on a right-side arm (145B) of the FSF(140) in a mirrored configuration. Each of the left-side and right-side front subassemblies(200A, 200B) comprises a respective steering knuckle (116A, 116B), atelescopic strut (115A, 115B), a first link arm (112A, 112B), and a second link arm(114A, 114B) as illustrated in Figure 13.An operative section of each of the steering knuckles (116A, 116B) is configuredto be pivotally coupled to the respective front wheels, thereby facilitating rotationalmovement about a defined steering axis. The steering knuckles (116A, 116B) areconfigured with a plurality of hardpoints. i.e., first knuckle hardpoints (108A,108B), second knuckle hardpoints (107A, 107B), tie rod hardpoints (109A, 109B),each hardpoints (107A, 107B, 108A, 108B, 109A, 109B) serving as a designatedattachment location for securing various components of the steering assembly andthe suspension assemblies (200A, 200B) to the FSF (140) as illustrated in Figure 8.The steering knuckles (116A, 116B) are configured to be operatively connected tothe steering rack (150) via respective tie rods (102A, 102B) at the correspondingtie-rod hardpoints (109A, 109B) as illustrated in Figure 11. Each of the steeringknuckles (116A, 116B) defines a virtual kingpin axis (K1, K2) about which thesteering knuckles (116A, 116B) pivot.In an embodiment, the steering knuckles (116A, 116B) are configured to beoperatively connected to the respective tie rods (102A, 102B) at the correspondingtie-rod hardpoints (109A, 109B) via respective third ball joints (117A, 117B).Each telescopic strut (115A, 115B) has an operative upper end and an operativelower end and functions as a load-bearing member providing damping and lateralsupport. Each of the upper ends is configured to be coupled with an operativesection of the vehicle structure at a predefined vehicle hardpoint (110A, 110B) asillustrated in Figure 12 and each of the lower ends is configured to be mounted ona predefined mounting interface of the corresponding steering knuckle (116A,116B).The front suspension assembly (200) of a vehicle has a split lower control arm(independent lower control arms (iLCAs)) configuration including the pair of firstlink arms (112A, 112B) and the pair of second link arms (114A, 114B). Each of thefirst link arms (112A, 112B) has a first end configured to be pivotally mounted onthe corresponding first sub-frame hardpoints (106A, 106B) provided on the leftsidearm (145A) and the right-side arm (145B) of the front subframe (140),respectively. The second end of each of the first link arms (112A, 112B) isconfigured to be coupled to an operative section of the corresponding steeringknuckle (116A, 116B) via a first ball joints (111A, 111B). The first ball joints(111A, 111B) are mounted at corresponding first knuckle hardpoints (108A, 108B)on the left-side arm (145A) and the right-side arm (145B) of the front subframe(140), respectively.In an embodiment, the first ball joints (111A, 111B) are mounted at correspondingfirst knuckle hardpoints (108A, 108B) on the left-side steering knuckle(116A) andthe right-side steering knuckle (116B), respectively.In an embodiment, the first link arm (112A, 112B) is configured as a handling linkand is configured to be positioned rearward of the steering rack (150).Similarly, each of the second link arms (114A, 114B) has a first end and a secondend. The first end of each of the second link arms (114A, 114B) is configured to bepivotally mounted on the corresponding second sub-frame hardpoints (105A, 105B)provided on the left-side arm (145A) and the right-side arm (145B) of the frontsubframe (140), respectively. The second end of each of the second link arms(114A, 114B) is configured to be coupled to an operative section of thecorresponding steering knuckle (116A, 116B) via second ball joints (113A, 113B).The second ball joints (113A, 113B) are mounted at corresponding second knucklehardpoints (107A, 107B) on the left-side arm (145A) and the right-side arm (145B)of the front subframe (140), respectively. Each of the first link arms (112A, 112B)and each of the second link arms (114A, 114B) define a control arm axis (C1, C2)respectively.In an embodiment, the second ball joints (113A, 113B) are mounted atcorresponding second knuckle hardpoints (107A, 107B) on the left-side steeringknuckle(116A) and the right-side steering knuckle (116B), respectively.The control arm axis (C1, C2) is defined by lines extending through the centers ofthe first sub-frame and the first knuckle hardpoints (106A, 108A, 106B, 108B) ofthe first link arms (112A, 112B) and the second sub-frame and the second knucklehardpoints (105A, 107A, 105B, 107B) of the second link arms (114A, 114B) asillustrated in Figures 11 and 13.In an embodiment, the second link arm (114A, 114B) is configured as a comfortlink, and is configured to be positioned rearward of the first link arm (112A, 112B).In an embodiment, the first ball joint (111A, 111B) is integral with the first link arm(112A, 112B), and the second ball joint (113A, 113B) is integral with the steeringknuckle (116A, 116B) to pivotally mount the second link arm (114A, 114B) toenable independent articulation of the first link arm (112A, 112B) and the secondlink arm (114A, 114B) to optimize steering geometry.In an embodiment, the front suspension assembly (200) ensures optimal loadtransfer characteristics by maintaining an ideal relationship between the ball joints(111A, 111B, 113A, 113B). The distance between the centers of the first ball joint(111A, 111B) and the second ball joint (113A, 113B) is maintained within apredefined operational range of 40 mm to 100 mm. This configuration optimizesthe positioning of the instantaneous center (W1, W2), thereby minimizing tire scruband improving cornering efficiency.In an embodiment, the steering knuckle (116A, 116B) is configured toaccommodate the dynamic movement of the second ball joint (113A, 113B),wherein the configuration prevents interference between the first link arm (112A,112B) and the second link arm (114A, 114B) while maintaining the requiredsteering response.In an embodiment, the mounting interfaces of the first ball joint (111A, 111B) andthe second ball joint (113A, 113B) are positioned in close adjacency on the steeringknuckle (116A, 116B), wherein the positioning enables a compact packagingarrangement while ensuring a lower turning circle diameter (TCD) of less than 10m.The intersection of each control arm axis (C1, C2) with the corresponding virtualkingpin axis (K1, K2) determines an instantaneous center (W1, W2) as illustratedin Figures 11 and 13. Each of the kingpin axes (K1, K2) is defined by the lineextending from the corresponding instantaneous center (W1, W2) to thecorresponding hardpoint (110A, 110B). The instantaneous center (W1, W2) isconfigured to be dynamically shifted based on the steering input, such that theinstantaneous centers (W1, W2) laterally shift along the control arm axis (C1, C2)in response to the steering input. Further, the shifting of the instantaneous centers(W1, W2) dynamically alters the instantaneous steering geometry, therebyoptimizing the steering geometry and reducing the turning circle diameter (TCD).The shifting of the instantaneous center (W1, W2) along the control arm axis (C1,C2) leads to a variation in the knuckle arm length (A1, A2). The knuckle arm length(A1, A2) is defined as the distance between the center of the tie-rod hardpoints(109A, 109B) on the steering knuckle (116A, 116B) and the virtual kingpin axis(K1, K2). The knuckle arm length (A1, A2) dynamically varies as the steeringknuckle (A1, A2) pivots about the virtual kingpin axis (K1, K2) in response tosteering input as illustrated in Figure 13. The variation in the knuckle arm length(A1, A2) dynamically adjusts the Ackerman geometry by altering the relativesteering angles of the inner and outer front wheels to meet required turning radius.In addition, the variation in the knuckle arm length (A1, A2) increases theAckermann percentage to reduce the turning circle diameter, thereby facilitatingmanoeuvrability for vehicles having a gross weight of 2.9 tonnes or higher whilemaintaining the required steering response and directional stability.Furthermore, the dynamic adjustment of Ackerman geometry results in an increaseddifferential steering angle between the inner and outer front wheels. This greaterangle difference effectively induces the controlled toe-out effect during cornering,which enhances the vehicle's ability to navigate tight turns with improved stability.The functional effects of the variable knuckle arm length (A1, A2) and its influenceon Ackerman geometry and turning performance are illustrated in greater detail inFigure 13. Figure 13 illustrates that the variation in knuckle arm length (A1, A2)varies continuously when the wheel turns. Furthermore, the knuckle arm length(A1, A2) differs significantly for the left and right wheel during turning in the eventof steering the vehicle for cornering. Figure 13 illustrates a left turn taken by thevehicle wherein both the LH and RH wheels turn leftwards, wherein the tilt angleof the left wheel (LH) and the right wheel (RH) is not the same due to the differencein the knuckle arm length (A1, A2). This differential in the knuckle arm length (A2> A1) between left-hand side (LH) and right-hand side (RH) results in a significantdifference between outer and inner wheel angles during cornering of the vehiclewhen the steering wheel is turned, thereby resulting in higher Ackermannpercentage. A higher Ackermann percentage indicates a higher difference betweenouter and inner wheel angles during steering. The greater the angle difference, thelower the turning circle diameter of the vehicle. However, the front placed steeringrack (150) generally yields a lower Ackermann percentage thereby resulting inhigher TCD. Considering understeer targets, the steering rack was placed at thefront end. However, by strategically placing the first sub-frame hardpoints (106A,106B) and the second sub-frame hardpoints (105A, 105B) of the iLCAconfiguration, a lower TCD is achieved despite a forward placed steering rack (150)position by virtue of hardpoint (105A, 107A, 105B, 107B, 106A, 108A, 106B,108B) positioning of the iLCA. Further, this key feature of variable knuckle armlength (A1, A2) is controlled by the positioning of the first and second knucklehardpoints (108A, 108B, 107A, 107B) on the knuckle (116A, 116B) and the frontsuspension assembly (200) ensures lower TCD with sufficient understeer and bestin class ride and handling characteristics for the vehicle.In an embodiment, the forward-mounted steering rack (150) induces the toe-outeffect during cornering, wherein the spatial arrangement of the hardpoints (105A,105B, 106A, 106B, 107A, 107B, 108A, 108B) associated with the first link arm(112A, 112B) and the second link arm (114A, 114B) is configured to compensatefor the reduction in Ackermann percentage. This configuration helps to maintain anoptimal steering response and desired understeer gradient. Additionally, the splitlower control arm configuration, formed by the combination of the first link arm(112A, 114A) and the second link arm (112B, 114B), facilitates dynamic loadtransfer during braking and cornering. The tendency of conventional suspensionsystems to induce oversteer due to increased rear axle load is mitigated by theforward placement of the steering rack (150) and the precise positioning of the firstlink arms (112A, 112B) and the second link arms (114A, 114B) (iLCA) hardpoints(105A, 105B, 106A, 106B, 107A, 107B, 108A, 108B). This arrangement enhancesvehicle stability, ensuring controlled handling and precise manoeuvrability,particularly under high-load conditions.In an embodiment, the knuckle arm length (A1, A2) varies dynamically as thesteering knuckle (116A, 116B) pivots about the virtual kingpin axis (K1, K2) inresponse to steering input. The variation controls the relative angular displacementbetween the inner and outer front wheels for adjusting the steering geometry.In an embodiment, the shifting of the instantaneous center (W1, W2) along thecontrol arm axis (C1, C2) causes a corresponding adjustment in the inclination ofthe virtual kingpin axis (K1, K2). The adjustment regulates the effective knucklearm length (A1, A2), thereby maintaining a predetermined Ackerman steeringpercentage to ensure consistent cornering characteristics.In an embodiment, the inclination of the virtual kingpin axis (A1, A2) variesdynamically in response to steering input, wherein the variation regulates thesteering angles of the inner and outer front wheels, thereby adjusting the Ackermangeometry to maintain progressive steering response and directional stability.In an embodiment, the split lower control arm (iLCA) configuration including thefirst link arm (112A, 112B) and the second link arm (114A, 114B) defines acontrolled pivoting angular displacement about their respective hardpoints (105A,105B, 106A, 106B, 107A, 107B, 108A, 108B) in response to a longitudinal forceacting on the wheel or tire contact patch. This angular displacement of the first linkarm (112A, 112B) and the second link arm (114A, 114B) allows the wheel centerto shift rearward, thereby reducing the transmission of impact forces to the vehiclestructure. The relative movement between the first link arm (112A, 112B) and thesecond link arm (114A, 114B) enables gradual force absorption, thereby mitigatingthe effect of road irregularities such as uneven surfaces, speed breakers or bumps.The controlled pivoting angular displacement of the first and second link arms(112A, 112B, 114A, 114B) maintains the stability of the suspension geometry,thereby preventing abrupt load variations on suspension components.In an embodiment, the controlled pivoting angular displacement of the first link arm(112A, 112B) and the second link arm (114A, 114B) in response to a longitudinalforce acting on the wheel or tire contact patch causes a rearward displacement ofthe wheel center. The rearward displacement of the wheel center results in adynamic adjustment of the wheel recess within the wheel arch under verticalloading conditions. The adjusted wheel recess limits the required wheel travelenvelope, thereby controlling the upward displacement of the wheel whileaccommodating suspension compression. Furthermore, the suspension geometryregulates the turning circle diameter (TCD) by maintaining the required steeringangles during wheel displacement.In an embodiment, the front suspension assembly (200) is a McPherson-typeconfiguration, wherein the telescopic strut (115A, 115B) is configured as astructural load-bearing member to provide both damping and lateral support to thesteering knuckle (116A, 116B). The upper end of the telescopic strut (115A, 115B)is mounted to a hardpoint (110A) on the vehicle body to allow articulatedmovement of the steering knuckle (116A, 116B) about the kingpin axis (K1, K2).Additionally, the first link arm (112A, 112B) and the second link arm (114A, 114B)collectively define a lower guiding mechanism for the steering knuckle (116A,116B), wherein their pivoting angular displacement facilitates controlled variationof the instantaneous center (W1, W2), thereby reducing the turning circle diameter(TCD). The positioning of the first knuckle and second knuckle hardpoints (108A,108B, 107A, 107B) on the steering knuckle (116A, 116B) and the first sub-frameand second sub-frame hardpoints (108A, 108B, 107A, 107B) on the front subframe(FSF) (140) is configured to refine the suspension kinematics. The proposedmounting configuration enhances vehicle stability during high-speed manoeuvreswhile improving safety and handling characteristics. For example, the forwardplacement of the steering rack (150) generates the couple acting on the front wheelsduring cornering, thereby generating a controlled understeer behaviour. Thecontrolled understeer maintains the stability of the vehicle during high-speeddriving or abrupt steering manoeuvres. The precise placement of suspensionhardpoints also optimize the virtual kingpin axis (K1, K2), which reduces lateraland longitudinal displacement of the wheel center and minimizes wheel travelwithin the wheel arch during steering. These features allow for efficient utilizationof available packaging space without affecting dynamic performance.In an embodiment, the first and second link arms (112A, 114A, 112B, 114B) mayfeature an aperture (profile) and a cross-sectional geometry configured to withstanddynamic packaging constraints with structural durability. The lower arms (112A,114A, 112B, 114B) may be configured to resist critical buckling loads induced bylateral compressive forces, which may arise during high-speed cornering or abruptsteering inputs. The configuration of the lower arms (112A, 114A, 112B, 114B)allows the vehicle to deliver a comfortable ride while maintaining the ability of thesuspension assembly (200) to handle extreme forces without deformation or failure.In an embodiment, the split lower control arm configuration and the positioning ofthe virtual kingpin axis (K1, K2) dynamically vary the knuckle arm length (A1,A2). The variation in knuckle arm length (A1, A2) results in increase in Ackermannpercentage thereby reducing turning circle diameter. The adjusted steering inputforce facilitates controlled articulation of the front wheels, enablingmanoeuvrability for vehicles with a gross weight of 2.9 tonnes or higher whilemaintaining the required steering response and directional stability.In an embodiment, the first ball joint (111A, 111B) has a diameter in the range of30 mm to 33 mm.In an embodiment, the second ball joint (113A, 113B) has a diameter in the rangeof 34 mm to 36 mm.In an embodiment, the distance between the first ball joint (111A, 111B) and thesecond ball joint (113A, 113B) is in the range of 40 mm to 100 mm.In an embodiment, the steering rack forward placement combined with the splitlower control arm configuration results in at least a 30% increase in Ackermannpercentage compared to a conventional single-link McPherson front suspensionsystem.In an embodiment, the split lower control arm (iLCA) (112A, 114A, or 112B, 114B)configuration offers several additional benefits, which include increasedlongitudinal compliance, which enhances the vehicle's ride comfort. The first linkarm (114A, 114B) and the second link arm (112A, 112B) within the iLCA maywork synergistically to optimize both ride comfort and handling dynamics.The longitudinal compliance of the suspension assembly (200) thus allows thewheels to exhibit greater longitudinal travel during bump events, as illustrated inFigure 14. As illustrated in Figure 14, when the vehicle travels straight ahead andwhen the LH and RH wheels are maintained parallel to each other, the longitudinalwheel travel from the virtual wheel centre for the proposed configuration of iLCA(112A, 114A, or 112B, 114B) is higher when compared to the conventional solidconfiguration of LCA for the convention suspension system (200). As depicted inFigure 14, in the event of vehicle traversing a bump, the higher longitudinal travelof the wheel in the iLCA type (M) configuration ensures increased comfort to thepassengers. This increased comfort to the passengers due to the higher wheellongitudinal travel would not have been possible with the solid LCA type (N) ofconfiguration, the longitudinal wheel recess during the bump event is much less asdepicted in Figure 14. Additionally, the rearward placement of the second link arm(112A, 112B) relative to the first link arm (114A, 114B) may refine suspensionkinematics further by reducing the X-Y displacement of the wheel center duringsteering. Such improvements minimize the tire packaging envelope, offeringsignificant advantages in packaging efficiency, especially for vehicles with longerwheelbases and higher axle loads. The rearward placement of the second link arm(112A, 112B) relative to the first link arm (114A, 114B) and the close placementof their ball joints(111A, 111B, 113A, 113B) may refine suspension kinematicsfurther by reducing the X-Y displacement of the wheel center during steering. Suchimprovements minimize the tire packaging envelope, offering significantadvantages in packaging efficiency, especially for vehicles with longer wheelbasesand higher axle loads.The foregoing description of the embodiments has been provided for purposes ofillustration and not intended to limit the scope of the present disclosure. Individualcomponents of a particular embodiment are generally not limited to that particularembodiment but are interchangeable. Such variations are not to be regarded as adeparture from the present disclosure, and all such modifications are considered tobe within the scope of the present disclosure.TECHNICAL ADVANCES AND ECONOMCAL SIGNIFICANCEThe present disclosure described hereinabove has several technical advantagesincluding, but not limited to, the front suspension assembly of a vehicle that;- allows greater flexibility in positioning of hardpoints to achieve improvedride comfort, handling performance, and alignment with vehicle dynamics;- reduces the TCD, and therefore enhances the manoeuvrability of vehicles,especially in tight spaces and urban driving conditions;- offers compact suspension assembly which effectively utilizes availablespace, and ensures seamless integration with the chassis of the vehiclewithout increasing complexity;- minimizes noise, vibration, and harshness by reducing the component wearand optimizing the geometry of the assembly;- offers serviceable components to reduce maintenance costs and extend theoperational lifespan of the suspension assembly;- minimizes manufacturing complexity to reduce the number of components,and simplifies the assembly process while maintaining or enhancingfunctional performance;- enhances vehicle stability during cornering, braking, and acceleration byaddressing the limitations of existing single-piece and split-linkconfigurations;- adapts to vehicles with varying wheelbase lengths, providing consistentperformance regardless of vehicle size or configuration; and- evenly distribute loads across the suspension components to reducelocalized stress and extend the life of the suspension assembly.The foregoing disclosure has been described with reference to the accompanyingembodiments which do not limit the scope and ambit of the disclosure. Thedescription provided is purely by way of example and illustration.The embodiments herein and the various features and advantageous details thereofare explained with reference to the non-limiting embodiments in the followingdescription. Descriptions of well-known components and processing techniques areomitted so as to not unnecessarily obscure the embodiments herein. The examplesused herein are intended merely to facilitate an understanding of ways in which theembodiments herein may be practiced and to further enable those of skill in the artto practice the embodiments herein. Accordingly, the examples should not beconstrued as limiting the scope of the embodiments herein.The foregoing description of the specific embodiments so fully reveal the generalnature of the embodiments herein that others can, by applying current knowledge,readily modify and / or adapt for various applications such specific embodimentswithout departing from the generic concept, and, therefore, such adaptations andmodifications should and are intended to be comprehended within the meaning andrange of equivalents of the disclosed embodiments. It is to be understood that thephraseology or terminology employed herein is for the purpose of description andnot of limitation. Therefore, while the embodiments herein have been described interms of preferred embodiments, those skilled in the art will recognize that theembodiments herein can be practiced with modification within the spirit and scopeof the embodiments as described herein.Any discussion of devices, articles or the like that has been included in thisspecification is solely for the purpose of providing a context for the disclosure. It isnot to be taken as an admission that any or all of these matters form a part of theprior art base or were common general knowledge in the field relevant to thedisclosure as it existed anywhere before the priority date of this application.While considerable emphasis has been placed herein on the components andcomponent parts of the preferred embodiments, it will be appreciated that manyembodiments can be made and that many changes can be made in the preferredembodiments without departing from the principles of the disclosure. These andother changes in the preferred embodiment as well as other embodiments of thedisclosure will be apparent to those skilled in the art from the disclosure herein,whereby it is to be distinctly understood that the foregoing descriptive matter is tobe interpreted merely as illustrative of the disclosure and not as a limitation.

Claims

1. A front suspension assembly (200) of a vehicle, the vehicle comprising a front subframe (FSF) (140) mounted on a vehicle chassis, and a steering rack (150) positioned at a front side (F) of the vehicle and mounted on the front subframe (140), the steering rack (150) configured to convert a steering input in lateral movement of tie rods (102A, 102B), wherein said suspension assembly (200) configured to optimize steering geometry and reduce the turning circle diameter (TCD), said front suspension assembly (200) comprising: - a pair of steering knuckles (116A, 116B), each of said steering knuckles (116A, 116B) configured to be pivotally coupled to a respective front wheel and operatively connected to the steering rack (150) via the tie rods (102A, 102B), each of said steering knuckles (116A, 116B) defining a virtual kingpin axis (K1, K2) about which steering knuckles (116A, 116B) pivot; - a pair of telescopic struts (115A, 115B), each of said telescopic struts (115A, 115B) having an operative upper end configured to be coupled with an operative section of the vehicle structure and an operative lower end configured to be mounted on a predefined mounting interface of said corresponding steering knuckle (116A, 116B); and - a split lower control arm configuration having a pair of first link arms (112A, 112B) and a pair of second link arms (114A, 114B), said split lower control arm configured to be pivotally mounted between the front subframe (140) and said corresponding steering knuckles (116A, 116B), each of said first link arm (112A, 112B) and each of said second link arm (114A, 114B) defining a control arm axis (C1, C2), wherein an instantaneous center (W1, W2) is defined by the intersection of each of said control arm axes (C1, C2) with each of said kingpin axes (K1, K2), which dynamically shifts in response to the steering input to alter the steering geometry and reduce the turning circle diameter (TCD).

2. The front suspension assembly (200) as claimed in claim 1, wherein each of said steering knuckles (116A, 116B) includes first knuckle hardpoints (108A, 108B) and second knuckle hardpoints (107A, 107B), and wherein first end of each of said first link arms (112A, 112B) are configured to be pivotally mounted on corresponding first sub-frame hardpoints (106A, 106B) and first end of each of said second link arms (114A, 114B) are configured to be pivotally mounted on corresponding second sub-frame hardpoints (105A, 105B) of the subframe (140).

3. The front suspension assembly (200) as claimed in claim 2, wherein second end of each of said first link arms (112A, 112B) are configured to be coupled to an operative section of said corresponding steering knuckles (116A, 116B) via first ball joints (111A, 111B) at said first knuckle hardpoints (108A, 108B) and second end of each of said second link arms (114A, 114B) are configured to be coupled with said corresponding steering knuckles (116A, 116B) via second ball joints (113A, 113B) at said second knuckle hardpoints (107A, 107B), wherein said control arm axis (C1, C2) extends through the centers of their respective said first sub-frame hardpoints (106A, 106B), said first knuckle hardpoints (108A, 108B), said second sub-frame hardpoints (105A, 105B), and said second knuckle hardpoints (107A, 107B).

4. The front suspension assembly (200) as claimed in claim 3, wherein said first ball joint (111A, 111B) is integral with said first link arm (112A, 112B), and said second ball joint (113A, 113B) is assembled in said steering knuckle (116A, 116B) to pivotally mount said second link arm (114A, 114B), thereby facilitating independent articulation of said first link arm (112A, 112B) and said second link arm (114A, 114B).

5. The front suspension assembly (200) as claimed in claim 1, wherein the shifting of said instantaneous center (W1, W2) along said control arm axis (C1, C2) varies the knuckle arm length (A1, A2) between the center of tie-rods (102A, 102B) and the virtual kingpin axis (K1, K2), wherein: - the knuckle arm length (A1, A2) dynamically varies as said steering knuckle (A1, A2) pivots about said virtual kingpin axis (K1, K2) in response to steering input; - the variation in the knuckle arm length (A1, A2) dynamically adjusts the Ackerman geometry by altering the relative steering angles of the inner and outer front wheels relative to the turning radius; and - the dynamic adjustment in Ackerman geometry increases the differential steering angle between the inner and outer front wheels, thereby generating a controlled toe-out effect during cornering to achieve a turning circle diameter (TCD) of less than 10m.

6. The front suspension assembly (200) as claimed in claim 5, wherein said split lower control arm configuration and the positioning of the virtual kingpin axis (K1, K2) dynamically varies the knuckle arm length (A1, A2), wherein the variation in knuckle arm length (A1, A2) changes the mechanical advantage of the steering linkage to reduce the steering torque required to pivot said steering knuckle (116A, 116B) about the virtual kingpin axis (K1, K2), and wherein said variation in said knuckle arm length (A1, A2) increases the Ackermann percentage to reduce the turning circle diameter, thereby facilitating manoeuvrability for vehicles having a gross weight of 2.9 tonnes or higher while maintaining the required steering response and directional stability.

7. The front suspension assembly (200) as claimed in claim 1, wherein: - said first link arm (112A, 112B) is configured as a handling link, said first link arm (112A, 112B) is positioned rearward of said steering rack; and - said second link arm (114A, 114B) is configured as a comfort link, said second link arm (114A, 114B) is positioned rearward of said first link arm (112A, 112B).

8. The front suspension assembly (200) as claimed in claim 5, wherein the knuckle arm length (A1, A2) varies dynamically as said steering knuckle (116A, 116B) pivots about said virtual kingpin axis (K1, K2) in response to steering input, wherein said variation controls the relative angular displacement between the inner and outer front wheels for maintaining the Ackerman steering geometry to facilitate progressive steering response and directional stability.

9. The front suspension assembly (200) as claimed in claim 8, wherein the shifting of said instantaneous center (W1, W2) along said control arm axis (C1, C2) causes a corresponding adjustment in the inclination of said virtual kingpin axis (K1, K2), wherein said adjustment regulates the effective knuckle arm length (A1, A2), thereby maintaining a predetermined Ackerman steering percentage to maintain consistent cornering characteristics.

10. The front suspension assembly (200) as claimed in claim 3, wherein the forward-mounted steering rack (150) induces toe-out characteristics during cornering, wherein the relative positioning of said first sub-frame hardpoints (106A, 106B), said first knuckle hardpoints (108A, 108B) and said second sub20 frame hardpoints (105A, 105B), said second knuckle hardpoints (107A, 107B) is configured to maintain Ackerman geometry.

11. The front suspension assembly (200) as claimed in claim 3, wherein said split lower control arm configuration is configured such that said first link arm (112A, 112B) and said second link arm (114A, 114B) define a controlled pivoting angular displacement about their respective said first sub-frame hardpoints (106A, 106B), said first knuckle hardpoints (108A, 108B) and said second sub-frame hardpoints (105A, 105B), said second knuckle hardpoints (107A, 107B) in response to a longitudinal force acting on the wheel or tire contact patch, wherein: - the angular displacement of said first link arm (112A, 112B) and said second link arm (114A, 114B) allows the wheel center to shift rearward, thereby reducing the transmission of impact forces to the vehicle structure; - the relative movement between said first link arm (112A, 112B) and said second link arm (114A, 114B) enables gradual force absorption, thereby mitigating the effect of road irregularities; and - the controlled pivoting angular displacement of said lower control arms (112A, 112B, 114A, 114B) maintains the stability of the suspension geometry, thereby preventing abrupt load variations on suspension components.

12. The front suspension assembly (200) as claimed in claim 11, wherein the controlled pivoting angular displacement of said first link arm (112A, 112B) and said second link arm (114A, 114B) in response to a longitudinal force acting on the wheel or tire contact patch causes a rearward displacement of the wheel center, wherein: - the rearward displacement of the wheel center results in a dynamic adjustment of the wheel recess within the wheel arch under vertical loading conditions; and - the suspension geometry regulates the turning circle diameter (TCD) by maintaining the required steering angles during wheel displacement.

13. The front suspension assembly (200) as claimed in claim 1, wherein said suspension assembly (200) is a McPherson-type configuration, wherein: - said telescopic struts (115A, 115B) is configured as a structural load-bearing member, to provide both damping and lateral support to said steering knuckle (116A, 116B); - said upper end of said telescopic strut (115A, 115B) is mounted to a hardpoint (110A) on the vehicle body to allow articulated movement of said steering knuckle (116A, 116B) about the kingpin axis (K1, K2); and - said first link arm (112A, 112B) and said second link arm (114A, 114B) collectively define a lower guiding mechanism for said steering knuckle (116A, 116B), wherein their pivoting angular displacement facilitates controlled variation of said instantaneous center (W1, W2), thereby reducing the turning circle diameter (TCD).

14. The front suspension assembly (200) as claimed in claim 3, wherein: - said first ball joint (111A, 111B) has a diameter in the range of 30 mm to 33 mm; - said second ball joint (113A, 113B) has a diameter in the range of 34 mm to 36 mm; and - the distance between the centre of said first ball joint (111A, 111B) and said second ball joint (113A, 113B) is in the range of 40 mm to 100 mm.